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US20150051818A1 - Engine system and control method for engine system - Google Patents

Engine system and control method for engine system Download PDF

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Publication number
US20150051818A1
US20150051818A1 US14/385,945 US201314385945A US2015051818A1 US 20150051818 A1 US20150051818 A1 US 20150051818A1 US 201314385945 A US201314385945 A US 201314385945A US 2015051818 A1 US2015051818 A1 US 2015051818A1
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US
United States
Prior art keywords
fuel cell
battery
internal combustion
engine
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US14/385,945
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English (en)
Inventor
Kosuke Yamamoto
Hidefumi Nakao
Hiroyuki Suganuma
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: SUGANUMA, HIROYUKI, NAKAO, HIDEFUMI, YAMAMOTO, KOSUKE
Publication of US20150051818A1 publication Critical patent/US20150051818A1/en
Abandoned legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/28—Conjoint control of vehicle sub-units of different type or different function including control of fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/43—Engines
    • B60Y2400/435—Supercharger or turbochargers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
    • F02D2700/07—Automatic control systems according to one of the preceding groups in combination with control of the mechanism receiving the engine power
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the invention relates to an engine system and a control method for the engine system.
  • JP-2007-16641 A Japanese Patent Application Publication No. 2007-16641
  • JP-2007-16641 A Japanese Patent Application Publication No. 2007-16641
  • JP-2007-16641 A Japanese Patent Application Publication No. 2007-16641
  • JP-2007-16641 A Japanese Patent Application Publication No. 2007-16641
  • JP-2007-16641 A Japanese Patent Application Publication No. 2007-16641
  • JP-2007-16641 A Japanese Patent Application Publication No. 2007-16641
  • JP-2007-16641 A Japanese Patent Application Publication No. 2010-70030
  • JP-63-265527 Japanese Patent Application Publication No. 63-265527
  • the turbine rotate even during stop of the engine.
  • the rotational speed of the turbine may significantly fall during stop of the engine idling (hereinafter referred to as idle-stop). This may cause a deterioration in transience.
  • the invention provides an engine system that can make an improvement in transience.
  • an engine system includes a battery, a fuel cell that charges the battery, a turbocharger that is supplied with exhaust gas discharged from the fuel cell, an internal combustion engine that is supplied with air from the turbocharger, an internal combustion engine control unit that stops the internal combustion engine automatically upon fulfillment of a predetermined stop condition and that starts the internal combustion engine automatically upon fulfillment of a predetermined restoration condition, and a fuel cell control unit configured to stop the fuel cell from charging the battery or limit a charge amount of the battery to a value equal to or smaller than a discharge amount of the battery when the fuel cell is driven during operation of the internal combustion engine and a state of charge of the fuel cell is equal to or larger than a first limit value.
  • the fuel cell control unit being configured not to limit the charge amount when the internal combustion engine control unit stops the internal combustion engine and the fuel cell is driven during stop of the internal combustion engine.
  • the fuel cell control unit may stop the fuel cell from charging the battery or limit the charge amount of the battery to a value equal to or smaller than the discharge amount of the battery when the internal combustion engine control unit stops the internal combustion engine and the state of charge is equal to or larger than a second limit value that is larger than the first limit value.
  • the fuel cell control unit may not limit the charge amount when the internal combustion engine control unit stops the internal combustion engine and the state of charge is smaller than the second limit value.
  • the fuel cell control unit may not limit the charge amount when the state of charge becomes smaller than the first limit value during stop of the internal combustion engine after the internal combustion engine control unit stops the internal combustion engine and the fuel cell stops charging the battery due to the state of charge becoming equal to or larger the second limit value.
  • a control method for an engine system that is equipped with a battery, a fuel cell, a turbocharger, and an internal combustion engine.
  • the control method includes stopping charging the battery or limiting a charge amount of the fuel cell to a value equal to or smaller than a discharge amount of the battery when the fuel cell is driven during operation of the internal combustion engine and a state of charge of the fuel cell is equal to or larger than a first limit value.
  • the charge amount is not limited when the internal combustion engine is stopped and the fuel cell is driven during stop of the internal combustion engine.
  • an engine system that can make an improvement in transience can be provided.
  • FIG. 1 is a schematic diagram exemplifying an engine system according to the embodiment of the invention.
  • FIGS. 2A and 2B are diagrams exemplifying timing charts of the engine system according to the embodiment of the invention.
  • FIG. 3 is a functional block diagram exemplifying the configuration of an ECU according to the embodiment of the invention.
  • FIGS. 4A and 4B are flowcharts exemplifying the control of the engine system according to the embodiment of the invention.
  • FIG. 5 is a flowchart exemplifying the control of the engine system according to the embodiment of the invention.
  • FIG. 1 is a schematic diagram exemplifying an engine system 100 according to the embodiment of the invention.
  • the engine system 100 is equipped with an engine control unit (ECU) 10 , a battery 12 , a fuel cell 14 , an engine 16 , and a turbocharger 18 .
  • the engine system 100 is mounted on a vehicle, for example, a hybrid vehicle or the like.
  • the battery 12 functions as a power supply for a pump (not shown), valves (not shown), an air-conditioner (not shown), a motor (not shown) and the like. Accordingly, the engine system 100 is not required to be equipped with an alternator.
  • the fuel cell 14 functions as a power supply as is the case with the battery 12 , and charges the battery 12 .
  • the fuel cell 14 has a structure in which a fuel electrode as an anode, an air electrode as a cathode, and a cell containing an electrolyte are coupled to one another, and generates electric power through an electrochemical reaction of fuel and air. That is, for example, a solid oxide fuel cell (SOFC) can be adopted as the fuel cell 14 .
  • SOFC solid oxide fuel cell
  • the turbocharger 18 is equipped with a turbine 20 , and a compressor 22 that is coupled to the turbine 20 by a shaft 24 .
  • Exhaust gas discharged by the engine 16 is supplied to the turbine 20 through an exhaust channel 26 .
  • the exhaust channel 26 and an exhaust channel 28 are coupled to each other, and exhaust gas discharged by the fuel cell 14 is supplied to the turbine 20 through the exhaust channels 26 and 28 .
  • the turbine 20 rotates through exhaust gas.
  • Exhaust gas is discharged to the outside of the vehicle through an exhaust channel 30 .
  • the compressor 22 rotates in synchronization with the turbine 20 .
  • the compressor 22 is supplied with air through an intake channel 32 .
  • the compressor 22 compresses air and supplies compressed air with the intake channel 34 .
  • An intake channel 36 is coupled to the intake channel 34 .
  • the air compressed by the compressor 22 is supplied to the engine 16 through the intake channel 34 , and is supplied to the fuel cell 14 through the intake channels 34 and 36 .
  • the ECU 10 acquires an operation state of the engine 16 and a state of charge (SOC) of the battery 12 , and controls the fuel cell 14 .
  • SOC state of charge
  • the operation of the engine system 100 will be described referring to an example in which the engine 16 operates, stops in an idle state and starts operating again.
  • FIGS. 2A and 2B are diagrams exemplifying timing charts of the engine system 100 .
  • the axis of abscissa represents time
  • the axis of ordinate represents, sequentially from above, SOC, the ON/OFF state of the engine 16 , the ON/OFF state of the fuel cell 14 , and the ON/OFF state of a long-term halt flag. While time passes from 0 toward t5 in FIG. 2A , time passes from 0 toward t8 in FIG. 2B .
  • a first limit value W1 and a second limit value W2 that is larger than the first limit value W1 are determined as limit values.
  • Each limit value is an upper-limit of the SOC. If the SOC reaches the limit value, the amount of electric power generated by the fuel cell 14 to charge the battery 12 (hereinafter referred to as a charge amount) is limited.
  • the first limit value W1 is a limit value during operation (ON) of the engine 16
  • the second limit value W2 is a limit value during idle-stop (OFF) of the engine 16 .
  • the engine 16 is in operation (ON) from 0 to a time t2.
  • the ECU 10 adopts the first limit value W1 as a limit value. From 0 to a time t1, the SOC is smaller than the first limit value W1. Accordingly, the fuel cell 14 is driven (ON). That is, the fuel cell 14 generates electric power to charge the battery 12 .
  • the charge amount of the fuel cell 14 is not limited, and is larger than the discharge amount of the battery 12 .
  • the SOC is equal to the first limit value W1, and hence the fuel cell 14 is OFF.
  • the OFF state of the fuel cell 14 means, for example, a state where the fuel cell 14 does not charge the battery 12 , or a state where the charge amount of the fuel cell 14 is equal to or smaller than the discharge amount of the battery 12 .
  • the battery 12 discharges, for example, electric power for operating auxiliaries (a pump, an air-conditioner and the like).
  • the second limit value W2 is adopted as a limit value.
  • the SOC is smaller than the second limit value W2.
  • the fuel cell 14 turns ON.
  • the SOC becomes equal to the second limit value W2, and hence the fuel cell 14 turns OFF.
  • the ECU 10 turns a long-term halt flag ON.
  • the long-term halt flag indicates that the vehicle has been stopped for a long time during parking, halting, traffic congestion or the like. The long-term halt flag will be described later in detail with reference to FIG. 4A , FIG. 4B and FIG. 5 .
  • the engine 16 starts operating again. This corresponds to, for example, the restart of the engine 16 from idle-stop.
  • the first limit value W1 is adopted as a limit value.
  • the SOC is larger than the first limit value W1, and hence the fuel cell 14 turns OFF.
  • the SOC becomes smaller than the first limit value W1, and hence the fuel cell 14 turns ON.
  • FIG. 2B An example in which the vehicle is halted longer than in the example of FIG. 2A will be described with reference to FIG. 2B .
  • the period between 0 and the time t3 in FIG. 2B is the same as in the example of FIG. 2A .
  • the engine 16 is stopped from the time t3 to a time t6.
  • the period between the time t3 and the time t6 is longer than, for example, the period between the time t3 and the time t4 in FIG. 2A .
  • the SOC becomes smaller than the first limit value W1.
  • the fuel cell 14 turns ON.
  • the engine 16 starts operating again.
  • the SOC is larger than the first limit value W1, and the fuel cell 14 turns OFF.
  • the SOC becomes smaller than the first limit value W1, and hence the fuel cell 14 turns ON.
  • FIG. 3 is a functional block diagram exemplifying the configuration of the ECU 10 .
  • the ECU 10 functions as an SOC acquisition unit 40 , a fuel cell control unit 42 , and an internal combustion engine control unit 44 .
  • the SOC acquisition unit 40 acquires an SOC of the battery 12 .
  • the fuel cell control unit 42 controls the ON/OFF state of electric power generation of the fuel cell 14 on the basis of an operation state of the engine 16 , the SOC of the battery 12 and the like.
  • the internal combustion engine control unit 44 automatically stops the engine 16 (idle-stop) upon fulfillment of a predetermined stop condition, and automatically starts the engine 16 upon fulfillment of a predetermined restoration condition.
  • the stop condition is fulfilled, for example, when the accelerator opening degree, the speed of the vehicle, or the rotational speed of the engine 16 falls below a predetermined value.
  • the restoration condition is fulfilled, for example, when a driver of the vehicle takes his or her foot off a brake pedal or shifts the gear.
  • FIGS. 4A and 4B and FIG. 5 are flowcharts exemplifying the control of the engine system 100 .
  • the SOC acquisition unit 40 acquires an SOC (step S 10 ).
  • the fuel cell control unit 42 determines whether or not the SOC is equal to or larger than the first limit value W1 (step S 11 ). If the SOC is smaller than the first limit value W1 (No in step S 11 ), the fuel cell control unit 42 turns the fuel cell 14 ON (step S 12 ). This corresponds to the period between 0 and the time t1 in FIGS. 2A and 2B , the time t5 in FIG. 2A , and the time t8 in FIG. 2B . After step S 12 , the control ends. After the end of the control, the control resumes from step S 10 .
  • step S 11 the fuel cell control unit 42 determines whether or not the long-term halt flag is ON (step S 13 , see I in FIGS. 4A and 4B ). The case of Yes in step S 13 will be described later. If No in step S 13 , the fuel cell control unit 42 determines whether or not the SOC is equal to or larger than the second limit value W2 (step S 14 ). If No in step S 14 , the control proceeds to step S 15 .
  • step S 15 the fuel cell control unit 42 determines whether or not the engine 16 is ON. If Yes in step S 15 , the fuel cell control unit 42 turns the fuel cell 14 OFF (step S 16 ). This corresponds to the period between the time t1 and the time t2 in FIGS. 2A and 2B . After step S 16 , the control ends. If No in step S 15 , the control ends. This corresponds to the period between the time t2 and the time t3 in FIGS. 2A and 2B , and the fuel cell 14 is ON. After step S 15 or S 16 , the control ends.
  • step S 14 the fuel cell control unit 42 turns the fuel cell 14 OFF (step S 17 ).
  • the fuel cell control unit 42 turns the long-term halt flag ON (step S 18 ). This corresponds to the time t3 in FIGS. 2A and 2B . After step S 18 , the control ends.
  • step S 19 determines whether or not the engine 16 is ON (step S 19 , see II in FIGS. 4B and 5 ). If No in step S 19 , the control ends. This corresponds to a period in which the internal combustion engine control unit 44 automatically stops the engine 16 , such as the period between the time t3 and the time t4 in FIG. 2A or the period between the time t3 and the time t6 in FIG. 2B . If Yes in step S 19 , the fuel cell control unit 42 turns the long-term halt flag OFF (step S 20 ). This corresponds to a case where the internal combustion engine control unit 44 automatically starts the engine 16 , such as the time t4 in FIG. 2A or the time t7 in FIG. 2B . After step S 20 , the control ends.
  • step S 13 If the control is repeated after the long-term halt flag turns OFF in step S 20 , the result is No in step S 13 . If No in step S 14 and Yes in step S 15 , the fuel cell control unit 42 turns the fuel cell 14 OFF (step S 16 ). This corresponds to the period between the time t4 and the time t5 in FIG. 2A . If the control is repeated after step S 18 and the result is No in step S 11 , the fuel cell control unit 42 turns the fuel cell 14 ON (step S 12 ) even in the case where the long-term halt flag is ON. This corresponds to the period between the time t6 and the time t7 in FIG. 2B .
  • Exhaust gas is discharged from the engine 16 , for example, when the engine 16 is ON. No exhaust gas is discharged from the engine 16 , for example, when the engine 16 is OFF. Exhaust gas is discharged from the fuel cell 14 , for example, when the fuel cell 14 is ON. No exhaust gas or a slight amount of exhaust gas is discharged from the fuel cell 14 , for example, when the fuel cell 14 is OFF. For example, in the case where only the first limit value W1 is used as a limit value, the fuel cell 14 is OFF in the period between the time t2 and the time t4. Since exhaust gas from the fuel cell 14 and the engine 16 is not supplied to the turbine 20 over a long time or the amount of exhaust gas decreases, the rotational speed of the turbine 20 significantly falls.
  • the fuel cell 14 is ON and the charge amount is not limited even if the SOC is equal to or larger than the first limit value W1 during idle-stop.
  • the fuel cell 14 is ON and the charge amount is not limited even if the SOC is equal to or larger than the first limit value W1 during idle-stop.
  • the period in which the engine 16 and the fuel cell 14 are OFF (the period between the time t3 and the time t4) be short.
  • a time period ⁇ t between the time t2 and the time t3 be long.
  • the time period ⁇ t represents a general halt time period (an idle-stop time period) in the case where the vehicle waits for a traffic light to change, the time t3 approaches the time t4 or coincides with the time t4.
  • the rotational speed of the turbine 20 is maintained by exhaust gas from the fuel cell 14 , and an improvement in transience is made.
  • the aforementioned general idle-stop time period can be determined by, for example, inspecting in advance a situation where the vehicle is used or the like.
  • the SOC swiftly reaches the second limit value W2, and the fuel cell 14 turns OFF.
  • the time period ⁇ t becomes short, and the time period in which no exhaust gas is supplied or the amount of exhaust gas is reduced becomes long.
  • a deterioration in transience is caused.
  • the first limit value W1 is determined according to, for example, a formula shown below.
  • W3 denotes an amount of electric power generated by the fuel cell 14 .
  • the magnitude of W3 is determined such that the fuel cell 14 discharges an amount of exhaust gas that is sufficient to cause rotation of the turbine 20 that is required for the maintenance of transience.
  • W4 denotes an electric power consumed by the auxiliaries.
  • C denotes a rated charge capacity of the battery 12 .
  • V denotes an output voltage of the battery 12 .
  • the fuel cell control unit 42 turns the fuel cell 14 OFF. If the internal combustion engine control unit 44 turns the engine 16 OFF and the SOC is equal to or larger than the second limit value W2 as in the period between the time t3 and the time t4, the fuel cell control unit 42 turns the fuel cell 14 OFF. Accordingly, overcharge is suppressed during both the period in which the engine 16 is ON and the period in which the engine 16 is OFF.
  • the second limit value W2 may be, for example, the rated charge capacity of the battery 12 , or can be set to 95% or 90% of the rated charge capacity or the like. By setting the second limit value W2 smaller than the rated charge capacity, charging is made possible through regeneration in braking the vehicle. For example, the second limit value W2 may not be set. In this case, the fuel cell 14 is charged through regeneration even if the SOC is larger than the first limit value W 1 during idle-stop. Therefore, an improvement in transience is made.
  • the fuel cell 14 is ON. If the SOC is smaller than the second limit value W2 as in the period between the time t2 and the time t3 in FIG. 2A , the fuel cell 14 is ON. That is, in these cases, the fuel cell control unit 42 does not limit the charge amount of the fuel cell 14 . Accordingly, the SOC is restrained from becoming insufficient during both the period in which the engine 16 is ON and the period in which the engine 16 is OFF. The SOC becomes equal to the second limit value W2 during idle-stop as at the aforementioned time t3, whereby the fuel cell 14 turns OFF.
  • the fuel cell 14 turns ON even in the case where the long-term halt flag is ON. Accordingly, the SOC is restrained from becoming insufficient even if the vehicle is halted over a long period.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Energy (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel Cell (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Supercharger (AREA)
  • Control Of Charge By Means Of Generators (AREA)
US14/385,945 2012-04-19 2013-03-15 Engine system and control method for engine system Abandoned US20150051818A1 (en)

Applications Claiming Priority (3)

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JP2012096015A JP5724935B2 (ja) 2012-04-19 2012-04-19 エンジンシステム
JP2012-096015 2012-04-19
PCT/IB2013/000508 WO2013156831A1 (en) 2012-04-19 2013-03-15 Engine system and control method for engine system

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EP (1) EP2838768B1 (ja)
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US20150285191A1 (en) * 2012-10-16 2015-10-08 Toyota Jidosha Kabushiki Kaisha Internal combustion engine
US20160200312A1 (en) * 2013-08-21 2016-07-14 Audi Ag Drive device for a hybrid vehicle
WO2024132852A1 (fr) * 2022-12-21 2024-06-27 Ampere S.A.S. Procédé de gestion d'un groupe motopropulseur hybride pour véhicule automobile à hydrogène et groupe motopropulseur associé

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JP5768897B2 (ja) * 2011-12-09 2015-08-26 トヨタ自動車株式会社 内燃機関
US9340504B2 (en) * 2013-11-21 2016-05-17 Purdue Pharma L.P. Pyridine and piperidine derivatives as novel sodium channel blockers

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